Ejector cooling shroud for use on the exhaust systems of turbojet aircraft engines



AP 8, 1952 H. H. CLAYTON, JR 2,591,676

EJECTOR COOLING sHRoUD FOR USE oN THE EXHAUST SYSTEMS OF' TURBOJET AIRCRAFT ENGINES Filed DSC. 17, 1948 m m m m Patented Apr. 8, 1952 UNITED STATES PATENT OFFICE- EJECTR COOLING SILIROUD 'FOR USE `ON' THE EXHAUST SYSTEMS` F 'IURBOJE-T.` AIRCRAFT ENGINES Harry H. Clayton, Jr., Rosainoml; Calif.

Application December 17,. 1948, Serial No. v65;9.54

(Cl. Gil-35.6)

(Granted under the act oliA March- 3,. 1883. as amended April 30, 1928.; 370' O. G. 757:)

3 Claims.

sidesof the cooling shroud', so as to more eiec-v tively cool'theshroud as well as the tail pipe.

Anotherobjeot of the invention' isto provide an exhaust system for use on` a turbo-jet engine and including lan engine exhaust tail pipe having a shroud pipe in closely spaced surrounding relation `and all housed within an aircraft fuselageor other casing provided with' cooling air inlet openings to admit air which may flow freely betweenthe fuselage Wall andthe shroud pipe andV thence between the shroud pipe and tail pipe for cooling'saidpipesand for veventual discharge into the-freeatmesphere'by the ejector-action of exhaust Vgases'iiowing through thel tail pipe andinto theatmosphere.`

- Another' object of thev invention is to provide anx exhaust' system for use 'on a turbo-iet aircraft enginey wherein the engine;4 exhaust tail pipe lssurroundedI by a shroud pipe-havingair flowing on the outside and inside thereofto'vmoreeff'ectively-'cool the tail pipe andthe shroud pipe and alsotoV promote the evaporation and removal of any eng-ine fuel which may escapefrom the tailY pipefby leakage through the `walls thereof' or whichv may vreach the spaces adjacent to the shroud pipe'byfanyother path.

' Theabove and otherobjectsY of the invention will'become'apparent upon reading the follow-ing detailed description in'conjunction 'with the ac companying drawing; in'which:

' Fig. l'V isa longitudinal side- View'partly'inl section vof an aircraft having' af turbo-j et 'enginecartion of the* aircraft' omitted to'f conserve space on the-drawing.'

Fig.- la is afragmentary"side'view 'partly in section of 'thetail and shroud pipe assembly just 'aft offthe engine'. v

Fi-g.n 2v is a transverse cross sectional view of the tailand shroudpipe assembly ltaken on the liner-2-2-`of Fig. 1.

Fig. 3- isV a fragmentary crosssectional view showing 'a fasteningmean'siwhich maybe usedfto to simplify the drawings.

structural members. within thel fuselageisi a- 2 unite twosemi-cylindrical shells` forming "the shroud pipe.

Fig. 4 is a fragmentary' cross sectional. .view showing part of a clamping band `which may-bef used inclosing afgaplbetween twoadjoining sec'- tions of the shroud pipe.

Fig. 5 is a transverse. sectional view taken.

through one of theshroud-- supporting rollersfand.

guide track therefor. v For a detailed descriptionofthe"present-iamk proved exhaust Ysystem referencei isrmade toil-Fig.. 1 of the drawing. The aft. portion of the aircraft;

fuselage, indicated at I., c'arries'i the usuali ver ticalstabilizer and rudder. assemblyI 2. andV left. handwin'g assembly 3.- Thezfuselage', whichmay; also bei-termed a= body section, islofigenerallycircular cross section and tapers.' rearwardly toward.

the open rear end 41 Thelsheetlmetal.fuselageshell'` is preferably reinforced Iwith structuralfmexn-f bers extending longitudinallyy as well. as circuinz-v ferentially ofthe shell, but theseparts areomittedv Supported: onL the.

turbo-jet eng-ine: 5 which receivesair'fr'omV one: or more: air scoops. located: fontfamily.v of. the: en-f gine. air compressor section. 6. The compressed* air fromv the compressor owstinto: the.A combus tion chambersr'l to supportcombustion of afliquidfuel. sprayed vinto the-chambers near thea-left.-V handA ends. thereof. The chambersf T converge toward. a: gas turbine sectiony 8; which .furnishesf power. to: driveA the air compressor.' The hotgases;

leaving: thev tur-bine pass.v intot the exhaust conef section' 9 yand thence .into 1 thef tail `pipe I 0,. asindicatedby arrowsE. As:customary the central.`

portion. of the .space within; theV cone section 91 wijs@` lled' byv an exhaustcone `9. The co-nelsectionf. 9A and tail.L pipe l tlv are flanged outwardly at I .Into provide a..A joint which. may be: easily disconnected.. it being understood that these :mating anges *arev held. together. by any convenient clamping. means; such as boltsor: alclampin'giring: hearing.v an .annularrrecessinternally' thereofto receive the.y projecting flanges.. The: taillpipe Il)` of; convenitional4 construction discharges.I the. hot.- exhaust'.

ga'sesfwfreely` intot the' atmosphere rearwardly-f. of the .airplane,the thrust effortolotained*I being due: to the large .increaselini-thelvolumeiofl gases caused. by the heat Vof*y combustion. generatedin thes engine. There isgenerally an excess vof air taken` into the engine over that required; for. complete` combustionfof the fuel,-so that theexhaustga's'es include heated -air as well-'as `thenp'roduots-o'fcol'nbustion;` Surrounding the' tail? pipe, 'inl closely? spaced relation. is a: shroud -pipe -I-2 'the lfunction-y of which is to protect the fuselage structure from heat radiated from the tail pipe, exhaust cone section and the hotter portions of the combustion chambers. This shroud pipe. or shroud, may conveniently be made of two main sections I3 and I4 joined end to end. The adjacent end portions of the sections I3 and I4 may be flanged outward- 1y and held together by means of a clamping band I provided with inwardly formed flanges, as shown in Fig. 1. The metallic band I5 is preferably held in place by a clamp I6, such as that shown in Fig. 4 and described in detail below.

The shroud section I3 located forwardly is of sheet steel construction welded to provide a unitary rigid structure and issecured to the exhaust cone section 9 by a plurality of brackets. The shroud section I3 comprises two united annular portions I3' and I3" which lie adjacent to the combustion chambers 'I and to the exhaust cone section 5 respectively. By reference to Fig. la it will be seen that the exhaust cone section 9 carries hanged rings 32 and 33 adjacent to the forward and rearward ends and secured tc these rings are supporting brackets 34 and 35 secured at their outer ends to the tubular shroud portion I3". The rearwardly located shroud section I4 comprises two similar shells I4' and I4" extending all the way from the clamping band I5 to the aft end of the airplane. These shells are joined at their longitudinal edges by means of steel strips I9 welded to the upper shell I4' and secured to the lower shell I4" by means of bolts or fasteners 20. As shown in Fig. 3 these fasteners are of the quickly detachable type known by the name of Dzus fasteners. At the forward end of the shroud section I4 the upper and lower shells I4' and I4" include diverging wall portions 2| to carry the shroud outwardly beyond the flange I:formations II of the tail pipe and exhaust cone section. The shroud pipe, and particularly the aft section I4 thereof, is maintained in spaced relation with respect to the tail pipe by a series of circumferentlally arranged spacers or hat sections 22. As seen in Fig. 1 these spacers may be located at five equally spaced stations and at each station there may be eight spacers (see Fig. 2). All of the spacer members are identical in size andshape and include a central U-shaped portion having oppostely extending leg portions integral therewith. One leg portion which is longer and atter than the other is spot welded to the shroud at 23, while the other leg portion of convex formation is merely in contacting relation with respect tothe shroud. .The bight portion of each spacer is so positioned as to come into close contact with the tail pipe IIl. Since the spacers 22 are attached to the shroud at only a single point, the remaining portions thereof are free to expand and contract longitudinally as theyare heated and cooled. Furthermore upon expansion of the tail pipe circumferentially there will be a tendency for the spacers to be attened out slightly but this will not cause any permanent deformation of thespacers since they are made of strip steel having considerable resiliency or springiness. At about the mid-point lengthwise .of the joint strips I9 there are provided a pair of diametrically opposite shroud pipe supports 24, which carry outwardly projecting roller elements 25 adapted to be supported on a pair of short track elements 25' mounted inside of the fuselage structure (see Fig. 5). As the shroud pipe expands and contracts the rollers will be free to assume new positions without any interference. As may be seen in Fig. l the shroud pipe 4 projects beyond the open rear end 4 of the fuselage and substantially beyond the end of the tail pipe I0. The shroud pipe sections as well as the tail pipe itself are preferably made of a steel which is resistant to oxidation at elevated temperatures. For instance various grades and types of stainless steel are very satisfactory for this purpose.

The clamping band I5 for closing the slight gap between the shroud sections I3 and I4 comprises a strip of steel wrapped around the structure and held in tightened relation by one or more clamps IB as shown in Fig. 4. The clamp I6 includes a threaded rod 26 provided with a loop 21 within which is received a loop 2B integral with the band I5. The rod 26 extends into a housing `29 secured to the clamping band and the housing 29 includes a wall or abutment at one end to provide a surface against which the wing nut 30 may engage to hold the clamping band in closed rela.- tion, to form an encircling hoop or band tightly engaging both the shroud section I3 and the shroud section I4. The band I5 is provided with peripheral ilanges at the opposite sides thereof which anges extend inwardly to engage other flanges extending outwardly from the adjacent ends of shroud sections I3 and I4. Thus the rear shroud section I4, comprising similar shells I4 and I4, is held against rearward sliding movement with respect to the front shroud section I3 and with respect to the tail pipe I0. The band I5 is also provided with a box 3I covering a handle member required in applying and tightening the clamping band. The wing nut 3D is preferably held against rotation by a wire fixing or any other suitable device.

The fuselage wall is provided near the rear endA 4 l'with a plurality of circumferentially arranged air inlet openings 36 to admit cooling air into the space between the fuselage wall and the exhaust pipe shroud. This air is free to flow forwardly along the outer side of the shroud in the direction of the arrows A and thence into the space between the shroud and the combustion chambers 'I. The air continues through the annular space between the `shroud and the exhaust cone section and then into the space between the shroud and the tail pipe I3 leading to the outside atmosphere. This continuous air flow is maintained by the ejector action of the exhaust gases ilowing from the tail pipe IB and through a short end portion of the shroud pipe. In passing the annular opening between the tail pipe and the shroud the high velocity gas flow produces an aspirating action in accordance with the principles o! Bernoullis Theorem. This aspirating action, similar to that produced in the well-known diffusion pump, tends to produce a vacuum in the annular space between the tail pipe and shroud pipe, so that air ilowing in to occupy the partially evacuated space maintains steady air :dow in the cooling circuit described above.

The use of cooling air vin motion on both sides of the shroud results in a lower average tempera- -ture in the sheet metal o-f the shroud, so that there will be less expansion as the metalheats up to running temperature and also less tendency for surface oxidation while operating the engine. Furthermore the counterflow cooling action described prevents any marked temperature diflerencefcirom one side to the other of the shroud wall and therefore results in a minimum of internal stresses in the shroud vmaterial and a longer life of the equipment. In addition the forward flow of cooling air between the shroud ind the fuselage wall `will prevent any serious eating of theaircraft or airframes.

A further important advantage inherent in the exhaust system disclosed is the reduction in re hazard, due to the fact that the shroud provides extra protection against'leakage of liquid fuel from the tail pipe onto the fuselage Wall. On starting-the engine-raw fuel is apt to findv its-way past'the-turbine-andinto the tail pipe and if the tail pipe is not entirely fluid-tight the unburned fuel may drip through and reach the fuselage structure. Moreover in the present system if fuel shouldleak through both pipes, then the circulation ofV air in the space between the fuselage walll and' the shroud will promote evaporation of the fuel. The starting fuel being gasoline, evaporation will proceed rapidly after the engine is started and the danger of fire during starting will be reduced very materially. It is further emphasized that the shroud pipe and the circulation of air therealong will prevent possible accumulation of exhaust gases in the space between the engine and the fuselage wall if the tail pipe should develop leaks at any point. Also the shroud pipe will act as light armor plate in protecting the tail pipe against battle damage where the exhaust system is used on combat aircraft. Even if the fuselage, shroud and tail pipe are successively punctured by projectiles of small caliber, then the continued circulation of cooling air in the manner described above will prevent hot exhaust gases from reaching the fuselage structure in any great volume.

It should be further emphasized that the flow of cooling air in the circuit :as described above will actually cause liquid fuel to be drawn along the path of the cooling air and thus reach the outside by discharge with the cooling air. Thus regardless of how the fuel reaches the spaces on either side of the shroud pipe walls, rthe cooling air by its rapid flow will entrain the fuel and carry it away for discharge from the rear end of the shroud pipe. This effect takes place either with starting fuel such as gasoline, or with normal operating fuel such as kerosene. Evaporative removal always occurs but the most rapid removal of a given quantity of fuel is effected by the direct action of the stream o-f rapidly moving cooling air. While one possible source of raw fuel in the tail pipe is by way of the normal fuel flow into the combustion chambers of the engine, there are other more devious paths by which raw fuel may reach the spaces near or around the exhaust pipe. For instance fuel may sometimes flow along the outside of the fuselage from a bro-ken fuel line and then enter the interior of the fuselage through a. seam or joint. There may also be fuel leaks within the fuselage from defective piping or punctured fuel tanks. The present ejector cooling shroud not only provides no place for the pocketing of liquid fuel but by its action as described above rapidly clears the exhaust system of unwanted fuel, the presence of which constitutes a serious fire hazard.

It should be noted that even though the present exhaust system is shown in connection with an engine mounted within an aircraft fuselage, it is also adapted for use on engines located in outboard nacelle structures or in any other suitable hollow body structure forming part of the aircraft.

The embodiments of the invention herein shown and described are to be regarded as illustrative only and it is to be understood that the invention is susceptible to variations, modifications and changes withinl the scope 'of the ap"-rv `passage of cooling'air, means providing a plurality of circumferentially arranged air inlet openings in the wall of said hollow body section adjacent to the aft end thereof, said shroud pipe extending beyond the aft end of said exhaust pipe whereby the flowof exhaust gases from said exhaust pipe effects an ejector action on air in said annular air space to cause continuous flow of cooling air from the atmosphere through said air inlet openings, thence forwardly between the wall of said body section and said shroud pipe and thence rearwardly between said `.shroud pipe and said exhaust pipe.

2. 1n a jet-propelled aircraft, an elongated hollow body section extending in a fore-and-aft direction to enclose a turbo-jet engine and having its aft end open, means including said engine for closing the body section at a point adjacent to its forward end, said engine including a series of combustion chambers extending generally fore-and-aft and arranged around said engine toward the rearward end thereof, an exhaust pipe to receive exhaust gases from said combustion chambers and extending from said engine centrally of said body section and opening into the atmosphere through the open aft end of said body section, a shroud pipe surrounding portions of said combustion chambers and completely surrounding said exhaust pipe and being spaced therefrom to provide an annular air space for the passage of cooling air, means providing a plurality of circumferentially arranged air inlet openings in the wall of said hollow body section adjacent to the aft end thereof, said shroud pipe extending beyond the aft end of said exhaust pipe whereby the flow of exhaust gases from said exhaust pipe effects an ejector action on air in said annular air space to cause continuous flow of cooling air from the atmosphere through said air inlet openings, thence forwardly between the wall of said body section and said shroud pipe and thence rearwardly between said shroud pipe and said combustion chambers and between said shroud pipe and said exhaust pipe.

3. In a jet-propelled aircraft, an elongated hollow body section extending in a fore-and-aft direction to enclose a turbo-jet engine and having its aft end open, means including said engine for closing the body section at a point adjacent to its forward end, an exhaust pipe extending frorn said engine centrally of said body section and opening into the atmosphere through the open aft end of said body section, a shroud pipe surrounding said exhaust pipe throughout the length of said exhaust pipe and spaced therefrom to provide an annular air space for the passage of cooling air, said body section being of decreasing diameter from a point near the forward end of said shroud pipe and terminating Q' 7 in a shroud pipe abutting end portion of mini- REFERENCES CITED u Y .u

mum dialnet?" means providing a plurality-0f The following references are of record in the circumferentially arranged air inlet openings me of this patent: in the wall of said hollow body section adjacent to said shroud pipe abutting end portion thereof, 5 UNITED STATES PATENTS said shroud pipe extending beyond the aft end Number Name Date of said exhaust pipe whereby the ow of exhaust 1,079,758 Gray Nov. 25, 1913 gases from said exhaust pipe eiects an ejector 1,966,620 Fluor July 17, 1934 action on air in said annular air space to cause 2,121,319 Fluor et a1 June 21. 1938 continuous fiow of cooling air from the atmos- 1o 2,397,999 Goddard Apr. 9, 1946 phere through said air inlet openings, thence forwardly between the wall of said body section FOREIGN PATENTS and said shroud pipe and thence rearwardly be- Number Coumfy Date tween said shroud pipe and said exhaust pipe.V 577349 Great Bntain June 6 1946 HARRY Hm CLAYTON, JR 15 584,169 Great Britain Jan. 8, 1947 

